PROJECT BACKGROUND The Valley View - Galleria district is located at the crossroads of two key transportation arteries for the metroplex - LBJ Freeway and the Dallas North Tollway. The first anchor of what later became Valley View Mall was the Sears store which opened in the mid-1960’s, followed by the mall development which opened in 1973. Building on the growth in North Dallas, the Galleria Dallas was opened in 1982, and was modeled after the Galleria Vittorio Emanuele II in Milan, Italy. The Galleria was conceived as a mixed-use project incorporating retail, office, and hotel uses. These two important area assets function as anchors with the opportunity for strong development connecting the area. Due to the closing of major anchors at Valley View Mall and changes in mall ownership, the overall property is under performing. Housing stock in the area is also aging. Both the mall and surrounding retail does not reflect the potential that exists based on the increased residential communities in the surrounding areas to the east and north ,as well as office uses to the south. This increased base in the surrounding community, as well as the strategic regional location, indicates the area would likely support increased density and diversified uses such as additional housing choices, retail, and office uses. The Galleria has continued to serve this market and with new ownership of Valley View Mall to serve as a catalyst, there is increased interest in concerted public and private efforts aimed at revitalization.

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An area plan study was initiated by Dallas City Council member Linda Koop in 2010. In the interest of promoting economic development and a positive planning outcome through a public-private partnership, the North Dallas Chamber of Commerce has brought representative property and business owners within this area to the table. During 2011, the North Dallas Chamber of Commerce led a series of stakeholder meetings. This group understood the opportunities for the area and charged itself with taking the lead in creating a unified vision and implementation plan for economic growth in this area. PROJECT SCOPE AND IMPETUS The proposed Valley View – Galleria Area Plan will establish a comprehensive vision to guide future private investment, economic development, and public infrastructure investments in a coordinated fashion towards an optimal outcome in terms of tax base, quality of life, and accessibility. In particular, the plan will focus on urban design, land use and transportation, and will serve as the basis for the City to undertake area-wide rezoning to ensure a sound regulatory framework that encourages economic development consistent with the vision. Without a vision and zoning framework for this critical growth area, future development is expected to continue in a fragmented way, missing the opportunity to maximize benefits, both public and private.

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PROJECT STUDY AREA The Valley View – Galleria area is one of Dallas’ major regional business centers with significant Class A office space, strong destination retail, as well as several high quality hotels. The Dallas North Tollway registers over 120,000 vehicles per day, and the LBJ Freeway, currently undergoing improvements, provides access to more than 250,000 vehicles daily. This area is identified as a key growth area in the City of Dallas Strategic Engagement Plan as well as the forwardDallas! Comprehensive Plan. Further, this site fulfills the criteria for the City Council’s citywide “megasite” redevelopment opportunity area. The City has defined the area between Southern Boulevard to the north, Preston Road to the east, LBJ Freeway to the south, and the Dallas North Tollway to the west (page 11) as the focus for planning consideration. Several factors make this area a prime candidate for special planning attention and economic development interest: • Area economic significance and potential – While the Galleria Dallas continues to be a strong destination retail site, the adjacent Valley View Mall site and some of its surrounding properties have declined. Recent change in the ownership of much of the Valley View Mall property provides a catalytic opportunity to plan for positive change.

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• Improvements to LBJ Freeway – Reconstruction of the LBJ Freeway will be completed by early 2016. This major enhancement will add capacity to LBJ Freeway with eight free lanes and six managed lanes. While this construction work is resulting in a near-term slow-down in surrounding leasing and development activity, it is also generating significant longer term development interest as evidenced by zoning change requests, thus providing a unique window of opportunity for planning. • Other planned capital improvements – Other planned improvements in the area include streetscape enhancements to Alpha Road funded through the 2006 City Bond Program, and plans by NCTCOG and DART to establish commuter rail service along the Cottonbelt Corridor though a public-private partnership. • Area stakeholder buy-in – Area stakeholders recognize this area as prime for change and have already been engaged with the North Dallas Chamber and the City in a planning process for the area.

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ALPHA ROAD

DALLAS NORTH TOLLWAY

GALLERIA DALLAS
MONTFORT DRIVE NOEL ROAD

VALLEY VIEW MALL
PRESTON ROAD

LBJ FREEWAY

Project Study Area
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PLANNING PROCESS In 2011, in the interest of promoting economic development and a positive planning outcome through a public-private partnership, the North Dallas Chamber of Commerce brought representative property and business owners within this area to the table and led a series of stakeholder meetings to discuss the future potential for both new development and redevelopment. This private stakeholder group understood the opportunities for the area and took the lead in creating a unified vision and implementation plan for economic growth in this area. The group reviewed proposals from several local and national planning teams and, by 2012, was poised to move forward with the development of an area plan. On October 10, 2012, the Dallas City Council authorized a Chapter 380 Economic Development Grant to the North Dallas Chamber of Commerce for a Galleria-Valley View Area Planning Study. The plan would provide the means to ensure that future development, as well as requests for zoning changes and economic development incentives by individual property owners or developers, would ultimately maximize public benefit. An Advisory Committee made up of property owners and key stakeholders in the area was formed to guide the plan’s creation.

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The Advisory Committee met four times between December 2012 and March 2013. The focus of those meetings was to create a Vision Plan for the area. The major issues of land use, streets, circulation, streetscape design, gateways, open space, and sustainability were discussed and addressed. During the visioning process, it became apparent that much of the existing zoning is no longer relevant to the long-term goals of the area and, as a more defined Vision Plan emerged, rezoning options to accommodate the vision were also explored. In December 2012 and April 2013, public stakeholder meetings were held at the Westin Galleria to discuss the Vision Plan and proposed zoning amendments to the area. These meetings were very well attended with over 450 participants altogether.

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SPRING VALLEY ROAD

NORTHWOOD CLUB ALPHA ROAD

LINCOLN CENTRE

LBJ FREEWAY

STUDY AREA

AREA CONTEXT The study area is surrounded by established residential communities to the north and east, with Class A office buildings to the south, and light industrial to the east separated by the Dallas North Tollway. The City of Dallas trail system extends into the residential neighborhoods to the east and provides an opportunity for enhanced pedestrian linkages to other parts of the City. One key opportunity that was identified is the break down of super blocks into human scale, developable parcels to provide a more walkable, urban fabric. The existing area is almost fully developed, however there is limited open space provided. The planning team also identified the opportunity for a large-scale park with the potential to serve as a regional destination that will also support local residents and workers as well as visitors, filling a void in the area.

DALLAS NORTH TOLLWAY

MONTFORT DRIVE

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EXISTING CONDITIONS SUMMARY The existing zoning in the district is a patchwork quilt of over 20 different zoning categories. Nonresidential uses comprise the majority of the study area, with regional retail as the largest component at 38%. Multi-family accounts for only 11% of the area. There are a number of mixed-use parcels and Planned Development districts with mixed uses. However, these are not concentrated to allow for a cohesive development pattern. The existing zoning generally concentrates height and density on the west side of the study area nearest the Dallas North Tollway. Most of the existing area is characterized by a wide variety of commercial property types ranging in age from thirty to fifty years. Many of these properties are economically or physically obsolete. These properties account for over 65% of the land in the study area. Fortunately, the remaining 35% is physically and economically viable and can be successfully incorporated into the new Vision Plan. The most significant of these properties is Galleria Dallas. It is the most successful property in the district, attracting millions of shoppers and visitors each year. Several properties adjacent to Galleria Dallas, many of them less than 10 years old, are also vibrant, quality developments. Lastly, the study area contains several multi-story office buildings that are expected to remain for the foreseeable future. Most of these are along the Alpha Road corridor. The Alpha Road corridor also contains some low density, owner-occupied condominiums that are well maintained and are anticipated to remain for some time to come.
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The study area contains no public parks or usable green space. This is a significant deficiency and an impediment to redevelopment. The study area also has a relative lack of public streets at the interior of the district which is an impediment to incremental redevelopment. There are high levels of DART bus service in the district. There is no DART rail service. The entire study area is relatively flat which simplifies redevelopment.
Existing Conditions
Existing Infrastructure Dallas Area Rapid Transit (DART) bus routes:

EXISTING•INFRASTRUCTURE Route 488: LBJ/Skillman to Farmers Branch • Route 36: Downtown Dallas to Addison Transit Center Streets • Route 183: Downtown Dallas to Northwest Plano Park & Ride The study • area is served by a network of local, collector and arterial Route 486: Royal Lane to Downtown Garland streets. Most of the streets are on public right-of-way, but several private drives also provide connectivity within the study area. One of the existing transportation challenges within the study area is related to the large block sizes, and the resulting lack of through capacity, especially for such a large area. The public streets mostly exist on the periphery of the study area, leaving a disconnected series of smaller, private roads to provide internal connectivity and access. Some of the streets serving the area have designations in the City of Dallas Thoroughfare Plan, which is intended to be modified to support the proposed redevelopment of the study area. The adjacent table details the public streets in the study area, their current cross-section, and their classification in the Thoroughfare Plan. The study area is also bordered by two limited-access roadways, Interstate Highway 635 (I-635) and the Dallas North Tollway. I-635, also known as LBJ Freeway, includes four main lanes in each direction as well
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as three lane one-way frontage roads in each direction. LBJ Freeway is under construction to add an additional three managed toll lanes in each direction. The Dallas North Tollway includes three main lanes in each direction and three lane, one way frontage roads in each direction. Transit The study area is served by several bus routes operated by Dallas Area Rapid Transit (DART) (page 25). DART and the North Central Texas Council of Governments (NCTCOG) are also pursuing a public-private partnership to develop the cross-town Cotton Belt commuter rail line, which will provide regional rail access to the Addison Transit Center, just north of the study area. Bicycle / Pedestrian Most of the roadways in the study area are included in the 2011 Dallas Bike Plan. Recommended facilities depend on the type of road, and vary from shared bicycle / auto lanes, to buffered bicycle lanes, to offstreet bicycle and pedestrian paths. Providing connectivity between the regional bicycle facilities (e.g. White Rock Creek Trail) and facilities within the district is a goal of this area plan. Parking Almost all of the parking facilities within the study area are surface lots, with a few structured facilities within the Valley View Mall and Galleria Dallas sites. There is very little shared parking among compatible uses in the study area, leaving significant amounts of parking unused for portions of a typical day.
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EXISTING UTILITY INFRASTRUCTURE While some existing structures are planned to remain, the Valley View Galleria Area Plan envisions an overall increase in density relative to the existing condition. The sections below provide an overview of existing storm, sanitary sewer, water and electric infrastructure in the area, expected conditions at final build out, and anticipated improvements required. Information is based on record drawings and City of Dallas GIS information. Storm Sewer Existing storm sewer is present within the study area and is divided into six individual watersheds. The first and largest watershed captures the southwestern portion of the project site and ultimately drains beneath LBJ via three 8’x7’ reinforced concrete boxes. The second, third and fourth watersheds drain to the east by way of an 18” storm drain, 24” storm drain and a 4’x4’ storm drain, respectively. The fifth and sixth watersheds drain to the north through two 72” storm drains and a 48” storm drain, respectively. Refer the map on page 27.

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Sanitary Sewer Existing sanitary sewer is present within the study area and is divided into five distinct discharge points. The first sewer shed captures the southwestern portion of the study area and ultimately drains beneath LBJ Freeway through an 18” wastewater pipe. The second sewer shed drains to the east via an 8” pipe. The third and fourth sewer sheds drain to the north by way of a 10” pipe and a 12” pipe, respectively. The fifth sewer shed drains to the east through an 8” pipe. Water Existing water services are abundant within the study area. Portions of the existing water system are 6” water lines. In order to make any service taps to these lines, the existing 6” main will require an upgrade to an 8” line, minimum. Electric There are existing overhead electric facilities within and around the study area.

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KEY ISSUES & OPPORTUNITIES Office While there are generally high vacancy rates and relatively low average rents, the area is a signature office location in the metroplex.

Retail There are relatively high retail vacancy rates, low rental rates, and lower incomes within the study area compared to adjacent Zip Codes. However, the Galleria Dallas remains a known international shopping destination. It is worth noting that the median household income in the study area is higher than the City median.

Housing A majority of the existing building stock is aging. The area remains an established multifamily market with a strong potential for mixed use development.

THE VISION IS OF HIGHER DENSITY SUPPORTED BY A NETWORK OF ENHANCED STREETS AND OPEN SPACES

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THE VISION IS OF CREATING A CENTRAL PARK OF REGIONAL AMBITION SUPPORTED BY A NETWORK OF COMMUNITY SCALED SQUARES

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THE VISION IS OF A NETWORK OF STREETS OF DIVERSE PHYSICAL CHARACTERISTICS TO CREATE AN URBAN FABRIC

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ROLE OF THE VISION The role of the vision is to inspire high quality, new development and redevelopment in this significant regional center of Dallas in order to ensure long term economic vibrancy and environmental sustainability. A key goal is to encourage development patterns that can sustain an intense mix of activities within the area including living, working, shopping, entertainment and recreation, while promoting sustainable infrastructure systems that can support these activities efficiently without causing undue impacts on surrounding areas. The Valley View - Galleria Area Vision seeks to build upon the existing assets in the district while encouraging redevelopment of the portions of the study area that are in decline. There are three key organizing elements in the Vision - Open Space, Streets, and Midtown Center. Open Space The centerpiece of the Vision is an 18-acre central park, referred to in this plan as Midtown Commons. This iconic park will provide open space, recreational, and cultural amenities to the district while also increasing land values at the interior of the study area. Our vision is that the Midtown Commons will create a highly desirable neighborhood for new residential development. In addition to the Midtown Commons, a minimum of 4 percent of redeveloped private sites is envisioned to be publicly accessible, usable green space. Lastly, green setbacks along the LBJ Freeway frontage and Preston Road complete the vision for a green district.
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Streets The second key element of the Vision is the creation of a new thoroughfare plan in the study area. This redesigned public street network will consist of improved, existing streets as well as entirely new streets. These streets are designed to provide greater accessibility throughout the district. They will breakdown the mega-blocks currently present in the district, creating a more pedestrian scaled environment that can redevelop incrementally. In addition to public streets, private streets will be encouraged by way of maximum block sizes. These private streets will work in conjunction with the public streets to create a flexible, vibrant urban grid. Midtown Center The third key element of the Vision is a redesigned regional retail center on the land currently occupied by Valley View Mall. It has become physically and economically obsolete due to the departure of two major department stores. In addition, fashion retailing is now increasingly concentrated at Galleria Dallas and NorthPark. However, the existing assets include the AMC theatre and the Sears store which remain in operation. The Vision incorporates the AMC in its existing location while providing new options for both the short-term and long-term presence of Sears. Approximately one million square feet of outdoor shopping, restaurant and entertainment uses is envisioned in the new Midtown Center. It would include a grocery store, big box retail, restaurants and the theatre as the major tenants. Specialty and fashion
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retail could also be a component of the project. This will be the only area in the Valley View - Galleria Area, besides the Galleria and Tollway Gateway areas, that will allow large format, big box retail. The layout of this subdistrict is designed to provide a primary retail “High Street” connecting east/west through the district. The street widths, streetscape design, and curb-side parking are all designed to create a vibrant, pedestrian-oriented atmosphere with a strong identity and sense of place. This new vibrant subdistrict will form a strong anchor on the east side of the study area to complement the strength of Galleria Dallas on the west. Conclusion With these three key elements in place, the plan is designed to redevelop incrementally to include approximately 10,000 new residential units in Midtown Center, around Midtown Commons, and along the Alpha Road corridor. In addition, up to 10 million square feet of new office space can be accommodated along the redesigned LBJ Freeway and at the Alpha Road / Dallas North Tollway gateway. A broad mix of uses will be encouraged throughout the district to support a vibrant new heart to North Dallas.

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ILLUSTRATIVE VISION PLAN The vision is of a new regional mixed use center supported by vibrant retail, entertainment uses, and mixed housing choices with integrated open spaces developed in a pedestrian, bicycle and transit friendly environment.

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Illustrative Vision Plan Aerial View
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SUBDISTRICTS VISION

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SUBDISTRICTS
ALPHA NORTH

TOLLWAY GATEWAY

ALPHA CORRIDOR WEST

ALPHA CORRIDOR MIDTOWN CENTER

GALLERIA

MIDTOWN COMMONS

MIDTOWN CENTER CORE

MIDTOWN GREEN

LBJ GATEWAY

The study area was divided into subdistricts to allow for the future development vision to reflect the individual character of key areas of the overall district. While the overall district is intended to be mixed use in character, the subdistricts help establish specific guidelines to distinguish each area and to allow each area to develop in response to market demand with a unique flavor that is best suited to its location and context.

Illustrative Subdistrict diagram
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MIDTOWN CENTER SUBDISTRICTS
Midtown Center and Midtown Center Core These subdistricts will be a mixed use anchor on the east side of the study area. They are envisioned as pedestrian oriented shopping, restaurant, and entertainment areas. Large format/big box retail will continue to be encouraged in this subdistrict. In addition, residential, office, and hotel uses will be encouraged to add to the mixed use character of the area. Allowable building heights in the Midtown Center range from three to twelve stories. In the Midtown Center Core subdistrict, allowable heights range from three to twenty stories. Development regulations should focus on street oriented buildings with form setbacks above five stories. Pedestrian friendly streetscape design and curb-side parking are also a priority. Two key streets anchor these subdistricts; Peterson Lane extension, which connects existing Peterson to Preston Road and Preston Road itself. Peterson will be the retail “High Street” of the subdistrict providing an active retail corridor for anchor retail, the AMC, restaurants, grocery store, and specialty retail. The Preston Road frontage is envisioned to have additional large format and specialty retail and will function as a significant gateway to the district. Additionally, new north/south streets connect Alpha Road to LBJ Freeway, providing effective traffic flow and good access to parking. As a major destination in the subdistrict, the block structure, street pattern and parking should be configured in a manner that encourages visitors to park once and walk. Development patterns and street infrastructure should be designed to facilitate internal circulation, reduce vehicular speeds, and minimize traffic congestion on Alpha Road, Preston Road, and Montfort Drive.
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MIDTOWN GREEN SUBDISTRICT
Midtown Green Midtown Green is envisioned as a signature mid-rise and high-rise residential subdistrict centered on the new Midtown Commons. While a broad range of uses will be allowed in this subdistrict, it is anticipated that this will be a highly desirable residential neighborhood by virtue of its adjacency to the 18 acre park. Neighborhood supporting retail and personal service uses are also encouraged, as are office and institutional uses that are compatible with the predominately residential character of the area. Allowable building heights in the Midtown Green subdistrict range from three to fifteen stories. Development regulations should focus on building form with emphasis on street oriented buildings with urban form setbacks above five stories. Pedestrian friendly streetscape design and curb-side parking are also a priority, with strong emphasis on making Peterson and James Temple pleasant and convenient routes for pedestrians, bicycles, and transit. Orientation of buildings and building entrances in a manner that maximizes accessibility and visibility of the central park is an important site planning consideration.

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ALPHA CORRIDOR SUBDISTRICTS
Alpha Corridor The Alpha Corridor Subdistrict includes a highly eclectic mix of existing land uses. The south side of Alpha between Noel and Montfort includes multiple small parcels with limited depth. The north side of Alpha east of Montfort includes obsolete multifamily and retail uses along with multi story office development. The new zoning for this subdistrict will encourage redevelopment by continuing to allow a broad mix of uses with an emphasis on a greener, more pedestrian friendly district. In time, this subdistrict will have the benefit of a new Alpha Road section and streetscape providing better pedestrian and bicycle amenities and significant landscape plus increased automobile traffic capacity. Allowable building heights in the Alpha Corridor subdistrict range from two to twelve stories. Development regulations should focus on building form with emphasis on street oriented buildings with urban form setbacks above five stories. Pedestrian friendly streetscape design and the addition of sidewalks and bike lanes are also a priority. Alpha Corridor West The Alpha Corridor West subdistrict allows a broad mix of uses while allowing more height than Alpha Corridor. Allowable building height in Alpha Corridor West range from two stories to twenty stories. The allowable heights recognize the proximity to the Dallas North Tollway. Development regulations should focus on street oriented buildings with urban form setbacks above five stories. Pedestrian friendly streetscape design and curb-side parking are also a priority.

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ALPHA NORTH SUBDISTRICT
Alpha North The Alpha North subdistrict is intended to be a moderate density residential area. Heights in this subdistrict are the lowest in the study area and are reflective of the adjacent residential development that will continue to surround this district. Allowable building heights in this subdistrict are limited to five stories with no provision for taller buildings. Development regulations should emphasize pedestrian friendly streets for walking and biking. Future development should ensure good access for pedestrians and bicyclists to the heart of the Midtown Center subdistricts. Creation of a connected network of neighborhood parks should also be a priority for new development to ensure that this is a livable subdistrict with plenty of usable green space.

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GATEWAY SUBDISTRICTS
LBJ Gateway This subdistrict anticipates taller buildings in response to its location along LBJ Freeway. Allowable heights range from three stories to forty stories. An iconic, signature tower at the northwest corner of Preston Road and LBJ Freeway is anticipated. Due to the noise associated with the adjacent freeway, it is likely that this will be primarily an office subdistrict. However, residential, retail, restaurant, and hotel uses are also anticipated. Individual retail establishments are intended to be smaller format and large format retail is discouraged. A new four lane thoroughfare is designed to support this new Class A office subdistrict along LBJ Freeway while improving circulation in the interior of the district. A new 60’ green setback along LBJ Freeway will provide a green “frame” and front door to the district. Development regulations should focus on building form with emphasis on streetoriented buildings and urban form setbacks above five stories, particularly along the new four lane thoroughfare. Pedestrian friendly streetscape design is also a priority. Tollway Gateway This subdistrict anticipates taller buildings in response to its location along the Dallas North Tollway. Allowable heights range from two stories to forty stories. An iconic, signature tower at the northeast corner of the Dallas North Tollway and Alpha Road is anticipated. Due to the noise associated with the adjacent freeway it is likely that this will be primarily an office subdistrict. However, residential, retail, restaurant, and hotel uses are allowed. Both large and small format retail will be encouraged in this subdistrict in acknowledgement of historical land uses in this area. Development regulations should focus on building form with emphasis on street oriented building and urban form setbacks above five stories. Pedestrian friendly streetscape design is also a priority. The existing land use pattern of independent and isolated uses does not create a cohesive gateway subdistrict. New public or private streets will be encouraged in this subdistrict to create greater connectivity and integration of the district, especially as it pertains to pedestrians and green space. This subdistrict has the potential to be redeveloped with greater integration with development sites on the east side of Noel.
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GALLERIA SUBDISTRICT
Galleria The Valley View - Galleria Area Plan is intended to foster the continued success of the existing Galleria Dallas property. It is hoped that the new Vision will encourage redevelopment that will benefit the Galleria and allow it to continue to operate, improve, and redevelop within development regulations that match the development rights within the existing Planned Development District No. 322. Furthermore, it is hoped that, in time, the retail component of the Galleria will provide pedestrian entrances from Noel Road and new street-facing retail and restaurant uses. Additionally, it is hoped that a final tower, either residential, office, or hotel, will be constructed at Noel and Alpha to anchor the corner of the Galleria subdistrict. Development regulations for future redevelopment should focus on building form with emphasis on street oriented buildings and pedestrian friendly streetscapes.

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STREET NETWORK The proposed street network in the Valley View - Galleria area is envisioned to foster enhanced circulation as the area redevelops into a vibrant, mixed use area. This internal street network includes alternative options to automobile transportation (walking, bicycling, trolley) within the study area to provide multiple circulation types and routes. These transportation elements should help minimize impact of development on the area roadways with a strong emphasis placed on pedestrian and bicycle access. The goal is to ensure complete streets that suit the needs of the adjacent land uses, support multimodal transportation, and improve traffic flow at slower and safer speed. Methodology The existing streets in the study area carry significant amounts of traffic on a typical day. Therefore, the study included the estimation of the additional traffic loads on the existing street system, so that recommendations could be made to minimize the impact of the new development on the already congested area streets. Based on the proposed types and densities of the various developments within the study area, the Institute of Transportation Engineers’ Trip Generation Manual was used to estimate the amount of traffic that would be generated by each type of development within each subdistrict. Internal trip capture (trips between uses within a subarea) was calculated and discounted from the vehicular trips. In addition, estimates of
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inter-zonal trips (between subdistricts) were estimated, and that automobile traffic was routed using internal roadways only. While the Vision calls for robust pedestrian, bicycle, and transit facilities, discounts for this type of travel were not included in the estimation of traffic volumes. Once the traffic associated with the redevelopment was generated, this traffic was added to recent traffic counts on the area roadways, and the total traffic volumes were compared to theoretical capacities of various types of roadways. Based on these volume / capacity ratios, recommendations were made regarding the number of lanes needed on the existing and new streets within the study area. The analysis of the projected traffic volumes was also used to guide the development of the proposed street sections, presented in this document, along with proposed intersection improvements. Recommendations Based on the analysis described above, recommendations for the types and sizes of streets within the study area are shown in the Proposed Street Network (page 51). The blue roads represent roadways that, due to their importance from a connectivity and capacity standpoint, should be included in the City of Dallas Thoroughfare Plan. These blue roads should be dedicated and built as properties adjacent to these roads are developed. The green roads represent minor streets that will need to be constructed for circulation and access to properties as those properties develop. The pink roads represent the frontage road access along LBJ
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Freeway and the Dallas North Tollway. Access to these roadways via streets and driveways will require coordination with the Texas Department of Transportation (TxDOT) and the North Texas Tollway Authority (NTTA). As described above, a robust network supporting alternative modes of transportation (bicycles, pedestrians and transit) will help to reduce the impact of automobiles on the streets within and adjacent to the study area. Recommendations were therefore made regarding these types of facilities. The Proposed Bike and Transit Network, (page 52) shows how bicycle lanes (green lines) will be provided throughout the study area, and will connect to regional bicycle facilities currently being planned. The orange line shows a proposed rubber tire trolley that will provide circulation within the core of the study area, encouraging those who live, work, and shop within the district to leave their cars in the garage. Finally, the pink lines show the potential for an underground light rail line that could connect the existing DART Red Line along North Central Expressway with the proposed Cotton Belt Line. This potential new light rail line would logically have an underground station within the study area, connecting this district to the rest of the Dallas-Fort Worth Region.

TERTIARY GATEWAYS: These gateway nodes will serve primarily to identify entrances/exits to the larger masterplanned area, but doing so in a small way as they will occur at less prominent intersections. They will likely include a vertical signage element and enhanced landscape planting features.

CIRCULATION VISION

SECONDARY GATEWAYS: These gateway nodes will be located at more prominent intersections to the masterplanned area. They will act to not only denote entrances/exits into the masterplanned area, but also for the sub-districts. Their features could include, but are not limited to, signage elements, enhanced cross-walk paving and landscape planting, enhanced traffic signals, street furniture and lighting, and bus stops.

PROPOSED GATEWAYS

PRIMARY GATEWAYS: The primary gateway nodes will be located at the 4 or 5 most prominent intersections into the masterplanned area, coinciding with the primary-designed streets to the area. They could include any of the elements featured int he secondary gateways, but might also include specifically designed features that denote these gateways on a more grand scale. Examples of these types of gateways include pedestrian bridges, large art work, signage that crosses over streets, and water features.

TERTIARY GATEWAYS: These gateway nodes will serve primarily to identify entrances/exits to the larger masterplanned area, but doing so in a small way as they will occur at less prominent intersections. They will likely include a vertical signage element and enhanced landscape planting features.

PRIMARY GATEWAYS: The primary gateway nodes will be located at the most prominent intersections in the study area, coinciding with the primarydesigned streets to the area. They could include any of the elements featured in the secondary gateways, but might also include specifically designed features that denote these gateways on a more grand scale. Examples of these types of gateways include pedestrian bridges, large art work, signage that crosses over streets, and water features. SECONDARY GATEWAYS: These gateway nodes will be located at more prominent intersections in the study area. They will act to denote entrances/exits into the area, as well as the subdistricts. Their features could include items such as signage elements, enhanced cross-walk paving and landscape planting, enhanced traffic signals, street furniture and lighting, and bus stops. TERTIARY GATEWAYS: These gateway nodes will serve primarily to identify entrances/exits to the larger masterplanned area, but doing so in a small way as they will occur at less prominent intersections. They will likely include a vertical signage element and enhanced landscape planting features.

SECONDARY GATEWAYS: These gateway nodes will be located at more prominent intersections to the masterplanned area. They will act to not only denote entrances/exits into the masterplanned area, but also for the sub-districts. Their features could include, but are not limited to, signage elements, enhanced cross-walk paving and landscape planting, enhanced traffic signals, street furniture and lighting, and bus stops.

PRIMARY GATEWAYS: The primary gateway nodes will be located at the 4 or 5 most prominent intersections into the masterplanned area, coinciding with the primary-designed streets to the area. They could include any of the elements featured int he secondary gateways, but might also include specifically designed features that denote these gateways on a more grand scale. Examples of these types of gateways include pedestrian bridges, large art work, signage that crosses over streets, and water features.

TERTIARY GATEWAYS: These gateway nodes will serve primarily to identify entrances/exits to the larger masterplanned area, but doing so in a small way as they will occur at less prominent intersections. They will likely include a vertical signage element and enhanced landscape planting features.

EN SPACE DESIGN GATEWAYS rance Portals
MEETING #2 intended to create a distinctive and District gateways & pedestrian amenityPUBLIC zones are APRIL 4, 2013 iconic entrance indicators for the district. Envisioned to mark the boundaries and key entry points, the gateways will serve to orient pedestrians and visitors.

SECONDARY GATEWAYS: These gateway nodes will be located at more prominent intersections to the masterplanned area. They will act to not only denote entrances/exits into the masterplanned area, but also for the sub-districts. Their features could include, but are not limited to, signage elements, enhanced cross-walk paving and landscape planting, enhanced traffic signals, street furniture and lighting, and bus stops.

2013

PRIMARY GATEWAYS: The primary gateway nodes will be located at the 4 or 5 most prominent intersections into the masterplanned area, coinciding with the primary-designed streets to the area. They could include any of the elements featured int he secondary gateways, but might also include specifically designed features that denote these gateways on a more grand scale. Examples of these types of gateways include pedestrian bridges, large art work, signage that crosses over streets, and water features.

PROPOSED INTERSECTION IMPROVEMENTS
Typical Intersections: • All vehicular intersections should incorporate cross walk pavers 9’ wide in all four directions. The intersection corners should have 30’ radii with 4’ of handicap domed pavers at each corner per the dimension diagram. These pavers should be 4x8” concrete vehicular pavers with a three color mix of grey, dark brown and light brown. The infield should be an alternate color of dark grey.

BOLLARD LIGHTS PLANTERS COLORED CONCRETE CUSTOM PAVERS

REET

CTION DESIGN
Typical Intersection
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CIRCULATION VISION

PROPOSED INTERSECTION IMPROVEMENTS
Typical Intersections: • It may be appropriate to use roundabouts at two-lane intersections as a traffic-calming device. In this case the round about should include a
ART OR FEATURE PLANTING

single specimen tree of 6” caliper and a single green groundcover type that is not lawn. The specific design dimensions of the traffic circle and curb design should be submitted to the city for review and approval.

OPEN SPACE PHILOSOPHY
The Vision proposes a relatively dense development model for the 432 acres. It is envisioned as the “downtown” of north Dallas at the intersection of the two busiest traffic arteries of the city. The success of this density model will depend on quality development, carefully considered urban form and open space with high quality streetscape integrating the urban fabric as a walkable and livable place. The four major components of the Open Space Vision are: 1. Midtown Commons — an 18 acre central park which anchors the district and creates real estate value for all 2. Streetscape Plan — design for a truly integrated, livable transportation
PUBLIC MEETING #2 APRIL 4, 2013
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OPEN SPACE DESIGN

+ Street Trees

system that serves pedestrians, bicycles and automobiles, based on other successful walkable models throughout the city 3. Block Park Framework— a way to organize a network of smaller scale, publicly accessible open spaces which benefits the neighborhood at a finer grain 4. Green Frame — a landscape edge defining the Midtown District along Preston Road and the LBJ Freeway

Midtown Commons
The central open space called Midtown Commons is envisioned as a community-wide park, perhaps drawing users from a large area depending on time of day and special events. Considerations for the future design of this park space should include the following: • Street trees and sidewalks along all edges with the appropriate trees as indicated in the streets plan • Some large open spaces for passive recreation and events • Possible pavilion/concert stage for special events • Environmentally responsible landscape development and potential education opportunities on water recycling and collection from surrounding properties including detention • ADA compliance • Dog park facilities • Significant playground or multi-playgrounds for children and adults • Possible restaurant or food service venues • Parking strategy for special events including on-street parking • Large-scale pedestrian bridge across Montfort Drive to facilitate connectivity between the east and west sides • Naturalized vegetation in some areas • Potential natural park form to contrast the intensity of the urban development pattern surrounding the park

The Streetscape Plan (see street and streetscape diagrams) is a carefully considered organization of future circulation needs that integrates, cars, pedestrians and bicycles. In addition there are considerations for transit within the district connecting to area DART stops. The streetscape standards for the major streets in the district are intended to ensure better horticulture and enhanced walkable areas designed for a mix of residential, retail and office uses. Other minor streets must follow the MONTFORT DRIVE (EXISTING) streetscape standards provided in Article XIII (Form Districts) of the Dallas Development Code. The street trees are envisioned to be coordinated according to the street tree patterns developed specifically for the district.

PROPERTY LINE BOUNDARY

(CENTER ON TREE SPACING)

22’6” TREE SPACING

45’

Block Park Framework
The Plan envisions a Block Park Framework as a guide for organizing open space in a manner that creates a connected network throughout the district and a sense of place at intersections. These open spaces may be designed to serve a variety of purposes suited to the adjacent development projects, based MONTFORT DRIVE on Article XIII Form District guidelines for open space lots. They are intended 92’ STREET/118’ RIGHT OF WAY STREET to be publicly accessible and at ground level. This network is expected to be achieved incrementally through individual development projects as one of the ways in which the open space requirements may be met. For example, a development with a smaller open space requirement may choose to create a portion of an open space shown in the Block Park Framework. Alternatively, the open space may be provided in other configurations and locations that achieve similar objectives. The goal is to allow flexibility for developers to creatively meet their open space requirements in a manner that collectively achieves the broad intent of the Block Park Framework.

Green Frame
The green setbacks shown in the Plan and defined in the streetscape sections are intended to provide a green edge 7’6” 7’6” 12’6” 7’6” 6’ 11’ 11’ 11’ 11’ 11’ 11’ 12’6” 7’6” 6’ 14’ GREEN GREEN LANE LANE LANE TURNING LANE LANE LANE GREEN GREEN defining the Midtown District boundaries along Preston Road LANE SIDEWALK SIDEWALK BIKE LANE BIKE LANE 26’ and the LBJ13’Freeway. These zones create a welcoming, green 13’ 26’ 92’ SIDEWALK BUILDING SET SIDEWALK MONTFORT ROAD BUILDING SET BACK BACK identity for the district and serve as a visual statement of the 118’ PROPOSED RIGHT OF WAY sustainable goals of the project. These setbacks also PUBLIC MEETING #2 contribute to site drainage requirements.
APRIL 4, 2013

IMPLEMENTATION PRIORITIES
PRIORITY 1 - NEW ZONING TO SUPPORT THE VISION
To ensure the development of the Midtown District is consistent with the goals identified in the Consensus Vision, new zoning should be implemented. This will provide a framework to guide new development proposals.

PRIORITY 2 - NEW INTEGRATED STREET NETWORK
For the Midtown District to develop as a pedestrian, bicycle and transit friendly district, a new integrated street network is needed to break down the existing super-blocks. New streets will also serve to create developable parcels to help spur redevelopment opportunities. Timeframe: 1 - 5 years

PRIORITY 3 - CREATION OF LARGE SCALE OPEN SPACE
To support quality of life with the anticipated growth and higher density in the district, the Consensus Vision identified the creation of a large scale open space, Midtown Commons, as a key goal. This central feature serves to unify the district with the potential to become a regional attraction. Timeframe: 3 - 10 years

Timeframe: 0 - 6 months

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IMPLEMENTATION

IMPLEMENTATION TOOL KIT
Areawide rezoning and Thoroughfare Plan amendment: An areawide rezoning and comprehensive Thoroughfare Plan amendment is needed to establish a coordinated set of development regulations to guide future development in a manner consistent with the vision. In addition, future private rezoning requests should be reviewed for consistency with the vision, even as the area evolves to accommodate changing needs. Public Improvement District (PID): Pursue the establishment of a public improvement district through private initiative led by the North Dallas Chamber or other major private stakeholders. The goal should be to include all properties in the district. The long term scope of activities of the PID would potentially include branding and marketing, establishing and maintaining area identification and gateway treatments, and maintenance of common areas including streets and open space. The PID can also play a major role in area-wide parking management through creation of a parking management overlay district. This would facilitate efficient handling of parking through centralized parking structures, more convenient sharing of parking across property lines and use of technology to enhance parking way-finding. Tax Increment Financing (TIF): Major private development project proposals should lead the way in seeking a TIF district in the area. Establishment of a TIF sooner rather than later can ensure that a low base year value can be established to maximize the potential captured increment that may be reinvested in the area. Priorities for TIF funded improvements should include Midtown Commons, new streets and streetscape improvements and other infrastructure improvements. Future bond programs : The City of Dallas bond program cycle is usually about 5 years. The next bond program is likely to be considered in 2017. A key priority for future bond program funding in this area is land acquisition, design and construction of Midtown Commons. Other priorities include street improvements for major thoroughfares.
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Infrastructure Needs Assessment
The sections below provide an overview of existing storm, sanitary sewer, water and electric infrastructure in the area, expected conditions at final build out, and anticipated improvements required. Storm Sewer - Pacheco Koch (PK) has analyzed the existing runoff based on the current zoning and the proposed runoff based on the expected use. C-Values for existing zoning districts were gathered from the City of Dallas Drainage Design Manual. To determine the C-Value for the proposed uses, PK modified the C-Value coefficients outlined in the City of Dallas Drainage Design Manual by including the minimum 4% on each lot, forming a including new C-Value modified the C-Value coefficients outlined in theopen City ofspace Dallas Drainage Design Manual by the correlating to each usespace within project. The modified values arewithin indicated in the minimum 4% open on the eachMidtown lot, forming a new C-Value correlating to each use the Midtown
Watershed #5 2, 72" RCPs @ a 0.3% slope per plans
Path: M:\DWG-33\3374-12.363\Design\GIS\Maps\Storm and Utillities.mxd

Using the coefficients outlined above, Pacheco Koch calculated the expected runoff from each proposed lot and determinedoutlined a total flow from each watershed within the site. Proposed watershed boundaries Using the coefficients above, Pacheco Koch calculated the expected runoff from each were approximately equal to the existing watershed boundaries present within the site today. The table proposed lot and determined a total flow from each watershed within the site. Proposed below summarizes the existing and expected flows from each watershed within the Midtown Project:
TX REG. SURVEYING FIRM LS-100080-00

As shown the table above, above, the overall runoff from from the site has been reduced approximately As shown in in the table the overall runoff the site has beenby reduced by 10%.

approximately 10%. As a result of the decreased flows, PK has determined and verified with the City of Dallas that detention would not be required. It is important to note, due to the anticipated development of new roadway alignments and buildings, portions of the existing storm sewer will be required to be relocated to the new roadways. Utility relocation timelines will be determined by the roadway construction and
TX REG. SURVEYING FIRM LS-100080-00

As a result of the decreased flows, PK has determined and verified with the City of Dallas that detention will not be required within the development.

It is important to note, due to the anticipated development of new roadway alignments and buildings, portions of the existing storm sewer will be required to be relocated to the new roadways during the development of the site. Utility relocation timelines will be determined by the roadway construction APPENDIX and individual lot development schedules. Proposed drainage criteria to be utilized for each individual project have been defined by Pacheco Koch in the Planned Development Ordinance.

.B

Sanitary Sewer - Pacheco Koch has analyzed the existing and proposed sanitary sewer systems
Sanitary Sewer - Pacheco Koch demand has analyzed the existing and proposed sanitary sewer systems basedDesign on based on the expected daily tables located in the DWU Water & Wastewater

As shown on the above, each sewer shed anticipated experience an increase As shown on thetable table above, each sewershed within is the project limitsto is anticipated to experience an in
increase flow from the project site. Since the existing flows indicated above are approximate flows flow. Note in that these are approximate flows and no information is currently available regarding and no information is available regarding additional within each sewer, Pachecofour Koch additional capacity within each sanitary sewer. capacity Pacheco Koch issanitary currently directing is currently directing four wastewater flow tests at the discharge points for sewersheds #1, #2, #3 and #5. Once information is available from these wastewater flow tests, PK will be able to more readily information is scale available, it will enable identification of the scale of for improvements necessary to identify the of improvements necessary to provide adequate capacity the proposed sanitary sewer flows. provide adequate capacity for proposed sanitary sewer flows.
12.2 AC

wastewater flow tests at the discharge points for sewer sheds #1, #2, #3 and #5. Once this

235.4 AC

ted 0.1% slope

3.6 AC

Watershed #2 18" RCP per plans @ an estimated 2.0% slope

TX REG. SURVEYING FIRM LS-100080-00

Based onon current available, existing surrounding thewill project site Based currentinformation information available, the the existing sewer sewer systemssystems surrounding the project site
require upgrades prior to or to concurrent with the with project development. Per thePer Dallas Water Utilities will require upgrades prior or concurrent new development. the Dallas Water 2007 City Master Plan Study, the 18” sanitary sewer immediately downstream of sewershed #1 is undersized and will be replaced with a 21” pipe by DWU. To provide additional capacity for the Appendix B.3 proposed development, Pacheco Koch recommends further conversations with the City exploring the upgrade of this sanitary sewer to a 24” pipe in lieu of the anticipated 21”. Furthermore, Pacheco Koch
83 APRIL 30, 2013

Water Utilities 2007 City Master Plan Study, the 18” sanitary sewer immediately downstream of sewer shed #1 is undersized and will be replaced with a 21” pipe by DWU. To provide additional capacity for the forecasted development, Pacheco Koch recommends further conversations with the City exploring the upgrade of this sanitary sewer to a 24” pipe in lieu of the anticipated 21”. Furthermore, Pacheco Koch believes the installation of a new sanitary sewer main along Alpha Road between Preston Road and Hillcrest Road will be necessary to serve the eastern portion of the development. The anticipated upgrades described above will need to be re-evaluated and confirmed based on the wastewater flow tests referred to earlier. It is important to note, due to the anticipated development of new roadway alignments and buildings, portions of the existing sanitary sewer will be required to be relocated to the new roadways during the development of the site. Utility relocation timelines will be determined by
Watershed #5 2, 72" RCPs @ a 0.3% slope per plans
Path: M:\DWG-33\3374-12.363\Design\GIS\Maps\Storm and Utillities.mxd TX REG. SURVEYING FIRM LS-100080-00

the roadway construction and individual lot development schedules. Water – Per conversations with DWU, the existing water system within and around the study area has adequate capacity to handle the increased demand associated with the forecasted development scenario; therefore, no major improvements are necessary. Due to the anticipated development of new roadway alignments and buildings, portions of the existing water system will require relocation to the new roadways. Electric Facilities– Pacheco Koch is currently engaging Oncor Electric Delivery Company in conversations on pricing to relocate the existing overhead lines underground and to determine if any upgrades will be required to serve the increased demand. No information was available at the time of this publication. Portions of the existing electric facilities will be required to be relocated to the anticipated roadway alignments.
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